Car Review: 2009 Mazda MX-5 GT

2009 Mazda MX-5 convertible.

Brian Harper, National Post

2009 Mazda MX-5 convertible.

Mazda, Handout

Sexy, year-round plaything

by
Brian Harper, Canwest News Service | August 13, 2009

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Mazda’s cheerful MX-5 has proven to be a survivor by being fun and frivolous. Twenty years and three generations on, the spunky two-seat roadster has had its place in the Guinness Book of World Records as the best-selling sports car of all time since 2002.

Still, the competition is thinning out, at least in the more affordable roadster segment. It’s the last year for Honda’s evergreen S2000 (see road test) and, with General Motors emerging from bankruptcy sans Pontiac and Saturn, the fate of the Solstice/Sky twins is far from certain. Sure, there’s still a number of German two-seat droptops to choose from — the Porsche Boxster, BMW Z4, Audi TT and Mercedes SLK come immediately to mind — but they occupy a much higher snack bracket than the sub-$30,000 (for the base GX) MX-5 without delivering the same visceral driving involvement (OK, maybe the Boxster).

I make that statement based on my long-standing belief that sports cars do not have to be overly expensive or brutally fast to be delightful. This is why I continue to hold the MX-5 in such high regard. Simply but reliably constructed, with an eager four-cylinder bolted to one of the tightest six-speed manuals extant, plus near-perfect balance, it is impossible to be in anything but a happy frame of mind while driving the roadster.

That said, the fully laden GT tester I’m testing — in an über-extroverted, eyeball-searing shade called Competition Yellow — carries a price tag of $39,995. This range topper has all the bells and whistles, taking the upgraded performance bits of the GS model and adding luxury touches such as a leather interior, heated seats, Sirius satellite radio, Bluetooth hands-free phone system and the biggie — the brilliant Power Retractable Hard Top (PRHT). A $2,295 option on the GS, the 37-kilogram PRHT transforms the MX-5 from season-constrained plaything to year-round plaything, stowing neat as you please and without compromising trunk space. It also beautifully integrates with the roadster’s body, giving the MX-5 a sexier shape than with the soft-top.

There are revisions to the MX-5 that will probably go unnoticed by all but ardent Mazdaphiles, but they are still worth mentioning. The front fascia now features the brand’s five-point grille flanked by new headlights. And there are “character” lines running along the sides of the car to strengthen the side sill garnish highlighting the rear wheelwells. It’s all very subtle yet pleasing, imparting some edge to the car’s trademark organic shape.

Since I’m somewhat a minimalist when it comes to roadsters, I would probably go with the GS model ($33,495) and fork over the extra dough for the PRHT — not that there’s anything wrong with the luxe touches found in the GT.

Either way, the MX-5 plays a familiar song. The 167-horsepower, 2.0-litre, DOHC four-cylinder, when mated to the six-speed manual transmission (the GX comes with a five-speed box), is still a joy to play with. Thanks to the manual’s close ratios, the engine is never out of the zone, giving the car plenty of zip. It means a lot of shifting, especially when puttering around town, but the superb clutch take-up and short gates make for precise gear changes that are really difficult to screw up. However, the throws can be stiff and mechanical in nature — not nearly as slick as the S2000’s velvety gearbox.

More than providing speedy transportation for two, it’s the lightweight (1,182 kilograms) MX-5 GT’s pronounced abilities in tackling the twisty bits that seal the deal. Mazda has imbued the two-seater with all manner of handling and safety items designed to keep the car on its intended line and cornering flat — 17-inch alloy wheels on grippy P205/45R17 rubber, a limited-slip differential, strut tower bar, sport-tuned suspension with Bilstein shock absorbers and dynamic stability control and traction control.

They all work together harmoniously, the result being that the GT just begs to be flung into corners with abandon, never betraying the confidence one has placed on it.

Inside, the cabin is still one of cozy comfort, albeit with more room for taller, wider occupants than in previous generations. For instance, the top of the windshield doesn’t interfere with my forward vision and I don’t have to drive splay-legged because of the steering wheel. Even with the power top in place, there is still an inch or two of headroom for us tall types. Mazda has redesigned the seats this year for better lower-body comfort with larger side bolsters to keep butts firmly in place when playing silly bugger.

Unlike the soon-to-depart S2000, the MX-5 was never intended to be a technological tour de force, just a simple, reliable and modern interpretation of the classic British roadster. And, while it has gained sophistication (and weight) over the past 20 years, it has stayed true to that mission.

The little Mazda remains the perfect stress reliever, a cheerful (if not as cheap) tonic designed to bring simple pleasure to the mundane daily commute.